Flying-boat fuselage



- H. E. KRAMMER FLYING BOAT FUSELAGE Original Filed July 6, 1918 'Wl TNESS l. Arm/wf rs oFFlcE,

HENRY E. ER, OF NEWy YORK, N. Y.

FLYING-B OAT FUSELAGE.

Application filed .T u1y`6, 19'18, Serial No. 243,565. Renewed December 27, 1923.

t flying boat and specifically relates to an improvement in the hull or body element of such a vessel and its formation or organization with particular respect to its function as a boat.

The invention herein disclosed constitutes part of an aeroplane o-rganization including detachable aerial supporting wings designed to constitute an aeroplane when in aerovolent flight o-r to constitute a hydro-plane or water boat when in engagement with the surfaceof the water, as described in my copending application entitled Sectional flying boat, filed under even date.

The invention relates particularly to certain improvements in the hull construction which will feature minimum head resistance when acting as an aeroplane fuselage and which will possess an improved marine fea ture when acting as a hydro-plane or Water traversing boat.

@ne of the objects of the invention is to provide a simple form of a combined planing keel and pontoon to the bottom of the fuselage which will tend to stabilize the hull part when in engagement with the water, provide a buoyant effect for the entire organization when floating on the water and at the same time offering the minimum head resistance to both aero-volent and hydro-volent propulsion. In its refinement of construction the invention contemplates a form of keel made of built up unit sections which may be readily replaced when dam aged and which may also be utilized as separate fuel storage reservoirs.

Another object of the invention is to provide an adjustable power plant for adjust ing the line of drift or pull of the air propeller, either when the device is changed from an aero-volent aeroplane to a hydrovolent boat or when the line of thrust of the boat is modified by the destruction of one or more of the replaceable keel sections.

Still another object of the invention is to provide a simple form of an indicator which may be let down from the aeroplane for variable known distances and designed to signal the operator when the aeroplane has approached the water or ground iwithin the distance preset by the indicator.

Various other objects and advantages of the invention will be in part obvious from an inspection of the accompanying drawin s and in part will be more fully set forth 1n the following particular description of one form of mechanism embodying my invention, and the invention also consists in certain new and novel features of construction and combination of parts hereinafter set forth and claimed. Referring to the accompanying drawings Figure 1 is a view in side elevation of an aeroplane fuselage or a boat hull with parts broken away to show internal construction;

Figure 2 is a transve-rse sectional view taken on the line 2-2 of Figure 1; and

Figure 3 is a detailed perspective view of one of the keel sections shown in Figure 1.

In the following description and in the claims, parts will be identified by specific lnames for convenience of expression but they are intended to beas generic in their application to similar parts as the art will permit.

In the drawings, there is shown a hull 10 having a -bow 11 and tail 12, which tail is equipped with the usual vertical and horizontal steering mechanism, not shown, but found on conventional forms of aeroplanes and particularly on flying boat constructions now in general use.

The forward part of the hull constitutes a. waterA engaging portion and is of the usual torpedo shape enclosed and circular in crosssection as shown in Figure 2. The hull top is provided with a cabin dome 13 for providing access to the interior lof the hull as isusual in enclosed cabin types of fuselages. This hull is designed to be attached'to supporting planes to constitute part of an aeroplane which planes are designed to be separated from the hull disclosed, as described in my copending application, entitled Sectional flying boat, filed under even date.

The bottom of the water engaging portion of the hull is strengthened and reinforced by means of a thickened portion 14 as shown in Figure 2. This thickened portion is provided with a T-slot 15 which opens downwardly and extends from a stop member 16 constituting the nose of the bow and terminates at a rudder recess space 17 at the rear of the water engaging portion of the hull. The strengthened portion 14 is also provided with a plurality of vertically extending openings 18, one for each of the sections 19, which go to make up the keel of the boat. I

These sections 19 are assembled to form, in effect, a long pontoon, the under-surface of which constitutes a planing and stabilizing surface. The sections are inserted one after the other in position from bow rearwardly on the bottom of the hull and extend from the stop 16 to the recess 17 to form an interlock construction rigidly fixed to the hull. Certain of the sections, such for instance, sections 20, 21 and 22, counting from the elevated bow rearwardly, are designed to conform to the torpedo-end-form of the boat hull, but the other sections, such.

for instance, as the bottom sections 23 and 24, are alike in form and are interchangeable, thus minimizing the number of repair sections which have to bekept on hand.

A detail description of any one of these keel sections will be sufficient' forl any of the others, it being understood that the forward sections 20, 21 and 22 are modified overl the section 24 described in detail and illustrated in Figure 3, so as to tit the portion of the keel in which it is in engagement. Each section includes pa flat substantially elliptical hollow portion 25 closed at opposite ends by vertical end walls 26. The section has a wide spreading V-shaped bottom 27 with the angle coinciding with the vertical medial planes through the section. The hollow elliptical lportion is braced internally by a horizontally extending partition 28 which divides the hollow portion into a lower air tank 29 and an upper fuel reservoir 30. The partition acts as ian internal reinforcement to brace the sections horizontally across its greatest dimensions and the reinforcement in the several sections coact when assembled t brace the entire keel transversely. The keel secf tion is attached to the hull proper by means of a solid, reduced waist portion 31 which is designed to offer the minimum resistance to the propulsion of the device while in aero-volent Hight 0r when plowing through a rough sea. The top portion of the waist is concaved to form a saddle 32 designed to conform in outline transversely to the portion of the hull in which it is in engagement as shown in Figure 2. An elongated T- shaped head 33 projects upwardly and centrally froml the saddle and has a sliding fit in the groove 15. This head is rectangular in plan so as to minimize any tendency of the section to twist about a vertical axis.

This construction provides a well braced and rigid solid connection between the hull and the hollow portion of the keel sections, giving the maximum strength between these two hollow members, while maintaining the propulsion resistance factor at a minimum. The Waist portion is provided with a vertical passageway 34 which places the opening 18 in the bottom of the hull in communication with the fuel reservoir 30, that fuel may be withdrawn from any one of the sections as desired. When a reservoir is emptied it may constitute a receptacle for receiving water or other ballasting material introduced through the opening 18. The upper end of each of the passageways 34 is countersunk and a nipple 35 is threaded through the opening 18 and into the countersunk portion. This nipple thus constitutes a means for locking each of the keel sections in position on the hull and at the same time provides a means for coupling a pump or other mechanism for withdrawing the fuel from the fuel reservoir or for introducing ballasting water into the upper portions of the empty keel sections.

In order to insure the proper alignment of the section and at the same time to minimize the possibility 0f separating the sections laterally one from the other, each section is provided with a lug 36 projecting from one of its end walls 26 and designed to fit in a correspondingly shaped recess in the adjacent wall of the next contiguous section.

A cover plate 37 is fastened by means of bolts 38 to the last keel section 39 in order to close the end of the slot 15 and finish the end of the water engaging portion of the y hull. The recess 17 is provided with a steering rudder 39 designed to steer the hull when the device is utilized as a boat.

It is understood that when the device illustrated is used as the fuselage of an aeroplane, the most effective propulsion is attained when the propeller is acting at a definite angle to the length of the fuselage or the line of drift of the aeroplane but this angle is not necessarily the same when the fuselage is resting on the water. Neither would the usual disposition of the aeroplane propeller be the same in case one of the keel sect-ions should be ruptured to an extent to loose its iioating capacity or when the fuel is withdrawn from one or more of the fuel reservoirs. Should the previous position of the hull be changed for any of these reasons, any preset disposition of the propeller would not be at its most effective position for the changed arrangement. In order to maintain the line of pull of the propeller at its most effective angle, the entire power plant and lparticularly the propeller shaft 40 for driving the propeller 41, is mounted to be shifted about a horizontal axis represented by the fulcrum 42. The shaft 40 is driven from an engine 43 of conventional construction mounted on a rocking frame 44. This frame is supported primarily on standards 45 constituting a part of the hull construction adjacent the bow and is mounted for bodily oscillatory movement about the fulcrum 42. The manipulation of the frame is controlled by a handle 46 which is set in position along an arc plate 47 carried by the hull. The frame is locked in position by means of a pin 48 which is passed through the handle and into one of the plate openings 49.

A pair of balancing springs 50 and 51 are mounted within a frame 52 constituting part of the plate 47. The springs bear on the upper and lower sides of the frame 44 and act to cushion the vibratory movement of the engine and facilitate the ease of shifting the power plant. The propeller shaft 40 extends through an opening 5.3 inthe bow 11 of the boat and the exhausts 54 from the engine extend through an opening 55 in the top of the hull. These springs are proportioned to permit of the maximum possible adjustment of the power plant.

The hull is provided with an indicator mechanism disposed convenient to the operator for designating when the device when acting as part of an aeroplane approaches the water or ground. The indicator 1ncludes a drum 60, upon which is Wound a cable 61 passing through a guiding tube 62 in the bottom of the hull. The player out end of the cable terminates at its lower end in a weighted bob 63 which contains the circuit closing contact end of a pair of electric conductors. The drum is manipulated by a handle 64 and is marked to designate how much of the cable hasbeen played out. One of the conductors 65 in the cable leads from the bob 63 to 'one side of a battery or other source of electric energy 66 and the other conductor 67 leads through an indicator such as the electric lamp 67 to the opposite slde of the battery 66. This device is so constructed that by rotating the handle 64. a given number of times, the bob 63 is dropped below the hull for any desired distance. When the bob comes in contact with lthe water or ground this action will close the circuit between the wires 65 and 67, thus lighting the lamp or otherwise indicating to the operator that the preset distance from the water or ground has been reached.

It is understood that when the device is acting as part of an aeroplane the propeller 41 is set at that preset angle at which it will function most eectively in propelling the aeroplane. 'f

When the deviceis afloat or 'on the water the direction ofthe propeller shaft is shifted so as to give the most eective propulsion to the device when acting in this capacity. Should the supporting wing sections beseparated from the fuselage in the manner described in the above identified pending application, the propeller shaft is further adjusted, if necessary, to obtain the most effective propelling action under this new condition. The most effective Working conditions of the propeller when the body is acting in-its different capacities are preset so that the operator need merely shift the power plant in accordance with the prefixed position for that condition of service.

Due to the wide spreading surface provided by the bottom 27 of the combined keel sections, a broad support is provided for the device when it engages the water and the flat V-shaped angular disposition of the bottom will tend to stabilize the device and minimize any tendency of the wings to swing laterally of the length of the hull into contact with the water.

The combination of the Series of air tanks provides a pontoon for practically theentire length ofthe water engaging portion of the hull without presenting the head resistance usually characterizing devices of this character.

Should any one of the sections become damaged while the device is in active operation, such an accident would have no effect upon the other keel sections and the device Would'continue to float. By suitably adjusting the propeller to take c'are 'of the loss of buoyancy due to such as accident, there will be maintained the eiicient `propulsion of the boat. In repairing the damaged sections, it is merely necessary to re- ,move the sections in rear of the damaged section and replace the damaged section.

As a large quantity of fuel may be rted the device described is partie arly adapted for long flights, either as part of an aeroplane construction or as a boat.

Even if all of' the sections should be destroyed there Would still remain the enclosedv hull capable of lioating even'without the pontoon sections. These sec-tions are so constructed as to coact to form a stream line keel, thus tending further to minimize both air and water resistance to the propulsion of the device whenused in its several capacities.

While Iiliave shown and described, and have pointed out in the annexed claims, certain novel features of' my invention, it will be understood that various omissions, substitutions and changes in the form and det-ails of the device illustrated and in its opieration may be made b those skilled in the art without departing fiom the spirit of the invention.

Having thus described my invention, I claim:

1. A craft having a hull portion provided with a longitudinal base groove, and a keel composed of separate, longitudinally abutting sections, each provided with upper, groove engaging means, characterized by having interlocking relation with the groove to prevent vertical displacement of the keel sections from the hull. A

2. In an air craft of the class described, a boat substantially 8-shape in cross-section, the upper portion constituting the hull proper and the lower portion being substantially elliptical and constituting a combined planing keel and pontoon, said upper and lower portions being united by a reduced waist portion designed to offer a minimum of head resistance to the propulsion of the boat.

3. In an air craft offthe class described, the combination of a hull having a longitudinally extending groove in the bottom thereof, a keel section having a saddle pr vided with a head tted in said groove and means for fastening the section in position on the hull.

4. In an air craft of the class described, the combination of a hull having a longitudinally extending groove in the bottom thereof, a keel section having a saddle provided with a head fitted in said groove, said section being hollow and adapted to constitute a fuel reservoir and means for permitting access to said reservoir fnom the interior of thehull.

5. As an article of manufacture, a keel section having a hollow portion substantially elliptical in Icross-section, a saddle pio jecting upwardly from the elliptical portion for receiving a boat hull, said hollow portion provided with a horizontal partition dividing the hollow portion into an air tank and a fuel reservoir.

tank and a fuel reservoir, said saddle provided with a passageway extending therethrough land into the fuel reservoir.

7. In a device of the class described, the combination with a boat hull havingca series of longitudinally spaced apart openings eX- tending through the bottom 1thereof, a plurality of hollow keel sections, positioned on the underside of said bottom, said sections having passageways therein aligning with the openings in the hull when in assembled positions and plugs threaded into said openings and extending into said passageways for fastening the sections in position.

8. In -a device of the class described, the combination with a boat hull h-aving a series of longitudinally spaced apart openings extending through the bottom thereof, a plurality of hollow keel sections positioned on the underside of said bottom, said sections having passageways therein aligning with the opening in the hull when in assembled positions and plugs threaded into said opening and extending into said passageways for fastening the sections in position and interlocking means between adjacent sections tending to maintain the same in posit-ion relative to each other.

Signed at New York cit in the county of New York and State of day of July, A. D. 1918.

HENRY E. K'RAMMER.

ew York this 3rd 

